One piece multifunctional nanolaminated composite window panel

ABSTRACT

A method for producing a window assembly includes producing a structural panel. Producing the structural panel includes depositing one or more structural reinforcement layers. Each of the one or more structural reinforcement layers includes a plurality of nanolaminated layers. The nanolaminated layers include Al 2 O 3 , SiO 2 , graphene, or a combination thereof. Producing the structural panel also includes depositing a structural transparent polymer layer on the one or more structural reinforcement layers. The structural transparent polymer layer includes a transparent thermoplastic material.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.16/402,034, filed on May 2, 2019, the entirety of which is incorporatedby reference herein.

FIELD

The present disclosure generally relates to window assemblies and, moreparticularly, to methods and systems for frameless, structural windowassemblies.

BACKGROUND

Window assemblies for vehicles or structures typically include windowsmade of glass, plastic, or composite materials mounted in a frame. Theframe supports the window and reinforces the cutout in the vehicle orstructure in which the window is installed. For example, an aircraftwindow assembly generally includes a window formed of two panes ofacrylic mounted in a metal frame. The window fits into a cutout in theaircraft skin and the metal frame mechanically attaches to the aircraftskin forming the fuselage. The frame insures that the structural load isborn by the frame instead of the acrylic windows. FIG. 1 depicts anaircraft 100 including an enlarged cross-sectional view of a windowassembly 110. Window assembly 110 consists of an inner window 120 and anouter window 125 both formed of acrylic. Inner window 120 and outerwindow 125 and are attached to and supported by a frame 130. Frame 130is attached to an aircraft skin 190 of aircraft 100 by a plurality offasteners 185.

Window assemblies that include a frame, however, have severallimitations. The cutouts can increase the local stress, for example, inthe aircraft skin. And, a material property mismatch between the acrylicwindows and the metal frame can generate local stress at the cutout.While the frame provides structural support to the window assembly, italso adds weight and limits window size.

Particularly for aircraft applications, acrylic windows are not idealbecause acrylic has low thermal conductivity and low strength. As aresult, window sizes are generally small affecting passenger experience.And, because acrylic windows are not electrically conductive, additionalelectromagnetic effect (EME) solutions need to be added to the windowand frame.

SUMMARY

A method for producing a window assembly is disclosed. The methodincludes producing a structural panel. Producing the structural panelincludes depositing one or more structural reinforcement layers. Each ofthe one or more structural reinforcement layers includes a plurality ofnanolaminated layers. The nanolaminated layers include Al₂O₃, SiO₂,graphene, or a combination thereof. Producing the structural panel alsoincludes depositing a structural transparent polymer layer on the one ormore structural reinforcement layers. The structural transparent polymerlayer includes a transparent thermoplastic material.

In another implementation, the method includes producing a protectionpanel including a protection panel edge. The method also includescoupling a structural panel to the protection panel. The structuralpanel includes a plurality of nanolaminated layers. Each of theplurality of nanolaminated layers has a thickness in a range from 20 nmto 1,000 nm. The structural panel has a tensile stress of about 30 ksito about 2,000 ksi to bear a structural load when mounted directly to avehicle without a window frame. The window assembly has a transmissivityof about 45% to about 99% to visible light.

A method for assembling a vehicle is also disclosed. The method includesmounting a window assembly to the vehicle. The window assembly includesa protection panel and a structural panel. The protection panel includesa surface barrier transparent polymer layer including a transparentthermoplastic material. The protection panel also includes a surfacebarrier reinforcement layer formed of a plurality of nanolaminatedlayers disposed on the surface barrier transparent polymer layer. Thenanolaminated layers includes one of carbon nanotubes, indium tin oxidewith graphene, or combinations thereof. The structural panel is disposedon the protection panel. The structural panel includes a structuraltransparent polymer layer including a transparent thermoplasticmaterial. The structural panel also includes one or more structuralreinforcement layers disposed on the structural transparent polymerlayer. Each of the one or more structural reinforcement layers includesa plurality of nanolaminated layers. The nanolaminated layers includeAl₂O₃, SiO₂, graphene, or combinations thereof.

It is to be understood that both the foregoing general description andthe following detailed description are exemplary and explanatory onlyand are not restrictive of the disclosure, as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constitute apart of this specification, illustrate the present disclosure andtogether with the description, serve to explain the principles of thepresent disclosure.

FIG. 1 schematically depicts a conventional window assembly mounted inan aircraft and an enlarged cross-sectional view of the conventionalwindow assembly.

FIG. 2 schematically depicts a nanolaminated window in accordance withthe present teachings.

FIG. 3 schematically depicts a plurality of nanolaminated layers forminga protection panel in accordance with the present teachings.

FIG. 4 schematically depicts a plurality of nanolaminated layers forminga structural panel in accordance with the present teachings.

FIG. 5 schematically depicts a cross-sectional view of a nanolaminatedwindow in accordance with the present teachings.

FIG. 6 is a flowchart depicting a method for making a nanolaminatedwindow assembly in accordance with the present teachings.

DESCRIPTION

Reference will now be made in detail to exemplary implementations of thepresent disclosure, examples of which are illustrated in theaccompanying drawings. Wherever possible, the same reference numberswill be used throughout the drawings to refer to the same or like parts.In the following description, reference is made to the accompanyingdrawings that form a part thereof, and in which is shown by way ofillustration specific exemplary implementations in which the presentdisclosure may be practiced. These implementations are described insufficient detail to enable those skilled in the art to practice thepresent disclosure and it is to be understood that other implementationsmay be utilized and that changes may be made without departing from thescope of the present disclosure. The following description is,therefore, merely exemplary.

Currently, window assemblies include a transparent window mounted in aframe. While the frame provides structural support for the windowassembly, it also adds weight and limits the size of the window. Glass,plastics or composite window materials are generally low strength andmay also require additional coatings to prevent ice build-up and protectagainst EME. Implementations of the present disclosure address the needfor a one piece structural window that can be directly attached, forexample to a vehicle, equipment, or structure, without a frame.

The disclosed nanolaminated window assembly is self-supporting,therefore eliminating the need for a frame for support. For particularapplications, such as in an aircraft, the self-supporting nature of thenanolaminated window allows direct attachment to the aircraft skin toprovide structural support and load bearing capability. Because no frameis needed, the disclosed nanolaminated window can also provide a largerwindow area with reduced weight. And, the one piece multifunctionaldesign can provide one or more of impact protection, ice buildupprevention, and EME protection.

As used herein, the term “nano-laminate” and “nanolaminated” refer to acomposite material formed by alternating layers of materials having athickness in a range of about 20 nm to about 1,000 nm. Use ofnanolaminated layers in the disclosed window assemblies provides theability to tailor specific properties of the window assembly includingone or more of thickness, composition, isotropic stiffness, andstrength.

FIG. 2 depicts a window assembly 210 in accordance with the presentteachings. Although window assembly 210 is described with reference toan aircraft window, one of ordinary skill in the art will understandthat the disclosed window assembly can be used for other purposesincluding, but not limited to, vehicles, equipment, and buildings andother structures. The one piece design of window assembly 210 includes aprotection panel 211 and a structural panel 213. Structural panel 213provides structural support and impact protection for window assembly210. It further allows mounting without use of a frame. Protection panel211 provides resistance to one or more of electromagnetic effect (EME),icing, scratching, and corrosion. Structural panel 213 is disposed onand attached to protection panel 211. Both protection panel 211 andstructural panel 213 are formed of a plurality of nanolaminated layers.Structural panel 213 is larger than protection panel 211 so a structuralpanel edge 214 extends beyond a protection panel edge 212. As furtherdiscussed below, a portion of structural panel 213 that extends beyondprotection panel edge 212 can be used to attach window assembly 210, forexample, to an aircraft skin forming a fuselage without need for aframe. Protection panel 211 is sized to fill a cutout and sit flush, forexample, with an outside of the aircraft fuselage. It provides a viewthrough the aircraft fuselage, prevents air drag and provides surfaceprotection from EME, ice, and corrosion. Structural panel 213 providesload bearing capability to window assembly 210 and a location to attachwindow assembly 210 to, for example, the aircraft skin forming thefuselage.

To function as a window, window assembly 210 is transparent having atransmissivity of about 45% to about 99% to visible light. It canoptionally have a transmissivity of about 55% to about 98%, or about 65%to about 95% to visible light. A shape of window assembly 210 isgenerally a polygon or a polygon with rounded corners, where the roundedcorners have a radius arc r_(c) of about 0.25 inches or more. The shapeof window assembly 210 can also range from a convex shape with a radiusR of about 5 inches or more to an essentially flat shape with aninfinite radius. This can allow window assembly 210 to mount flush with,for example, an aircraft fuselage having a curvature orequipment/structure having no curvature.

As shown in FIG. 3 , protection panel 211 can include a surface barrierlayer 330 and an electromagnetic effect (EME) protection layer 320. EMEprotection layer 320 has a thickness of about 50 nm to about 20,000 nmand is formed of carbon nanotubes or indium tin oxide (ITO) withgraphene. EME protection layer 320 is disposed on surface barrier layer330.

Surface barrier layer 330 is formed of a plurality of nanolaminatedlayers including a surface barrier reinforcement layer 331. Surfacebarrier reinforcement layer 331 is formed of Al₂O₃ or graphene and has athickness of about 500 nm to about 50,000 nm. Surface barrierreinforcement layer 331 serves as a moisture barrier for corrosionprotection and provides protection from impact, scratching, and burnthorough. Surface barrier reinforcement layer 331 is disposed on asurface barrier transparent polymer layer 332. Surface barriertransparent polymer layer 332 has a thickness of about 20 nm to about2,000 nm and is formed of a high temperature thermoplastic materialhaving a glass transition temperature Tg of about 120° F. to about 750°F., including, but not limited to, polystyrene (PS), polyetherimide(PEI), and mixtures thereof.

Protection panel 211 can optionally include one or more additionalsurface barrier layers having similar thickness and composition tosurface barrier layer 330, as shown in FIG. 3 . The additional one ormore surface barrier layers can serve as fail safe layers againstcorrosion, scratching, impact, and burn through. As depicted in FIG. 3 ,protection panel 211 can include two or more surface barrier layers, forexample, surface barrier layer 340 and surface barrier layer 350.Surface barrier layer 340 can include a surface barrier reinforcementlayer 341 formed of Al₂O₃ or graphene and having a thickness of about500 nm to about 50,000 nm. Surface barrier reinforcement layer 341 canbe disposed on surface barrier transparent polymer layer 342, have athickness of about 20 nm to about 2,000 nm, and be formed of a hightemperature thermoplastic material including, but not limited to,polystyrene (PS), polyetherimide (PEI), and mixtures thereof. Similarly,surface barrier layer 350 can include a surface barrier reinforcementlayer 351 formed of Al₂O₃ or graphene, have a thickness of about 500 nmto about 50,000 nm. Surface barrier reinforcement layer 351 can bedisposed on surface barrier transparent polymer layer 352, have athickness of about 20 nm to about 2,000 nm, and be formed of a hightemperature thermoplastic material including, but not limited to,polystyrene (PS) and polyetherimide (PEI). Protection panel 211 canfurther optionally include additional surface barrier reinforcementlayers or surface barrier transparent polymer layers.

Protection panel 211 has a thickness of about 0.05 to about 0.8 inchesand provides resistance to one or more of EME, icing, and corrosion.When window assembly 210 is used in an aircraft, protection panel 211can be sized to provide an increased view outside of the aircraft andmounted flush to the outside of the fuselage to prevent air drag.

As shown in FIG. 4 , structural panel 213 can include a transparentconductive coating (TCC) layer 420, a structural layer 430, and a bottomsurface protection layer 450. Structural panel 213 is formed of aplurality of nanolaminated layers and has a thickness of about 0.04inches to about 0.6 inches.

TCC layer 420 has a thickness of about 50 nm to about 10,000 nm and canbe formed of carbon nanotubes or ITO with graphene to provide EMEprotection. TCC layer 420 is disposed on structural layer 430.

Structural layer 430 is formed of a plurality of nanolaminated layersand includes one or more first structural reinforcement layers 431,where each first structural reinforcement layer has a thickness of about20 nm to about 1,000 nm. The one or more first structural reinforcementlayers 431 are disposed on a structural transparent polymer layer 432having a thickness of about 20 nm to about 1,000 nm. Structuraltransparent polymer layer 432 is disposed on one or more secondstructural reinforcement layer 433, where each second structuralreinforcement layer has a thickness of about 20 nm to about 1,000 nm.First structural reinforcement layer 431 and second structuralreinforcement layer 433 can be formed of Al₂O₃, SiO₂, or graphene.Structural transparent polymer layer 432 can be formed of a hightemperature thermoplastic material including, but not limited to,polystyrene (PS) and polyetherimide (PEI). The high temperaturethermoplastic material can have a glass transition temperature of atleast 120° F. or more.

Structural panel 213 can optionally include one or more additionalstructural layers. Structural panel 213, for example, can include two ormore structural layers, such as structural layer 440 as shown in FIG. 4. Structural layer 440 can include: i) one or more first structuralreinforcement layers 441 each having a thickness of about 20 nm to about1,000 nm and formed of Al₂O₃ or graphene or SiO₂; ii) a structuraltransparent polymer layer 442, having a thickness of about 20 nm toabout 1,000 nm and formed of a high temperature thermoplastic materialincluding, but not limited to, polystyrene (PS) and polyetherimide(PEI); and, iii) one or more second structural reinforcement layers 443each having a thickness of about 20 nm to about 1,000 nm and formed ofAl₂O₃, SiO₂, or graphene.

Structural panel 213 further includes a bottom surface protection layer450 formed of a plurality of nanolaminated layers. Bottom surfaceprotection layer 450 includes a bottom surface transparent polymer layer451 formed of a high temperature thermoplastic material including, butnot limited to, polystyrene (PS) and polyetherimide (PEI), and having athickness of about 20 nm to about 1,000 nm. Bottom surface transparentpolymer layer 451 is disposed on bottom surface reinforcement layer 452.Bottom surface reinforcement layer 452 is formed of Al₂O₃ or grapheneand can have a thickness of about 20 nm to about 1,000 nm.

When window assembly 210 is attached to a vehicle, equipment, orstructure, structural panel 213 bears the load. Accordingly, structuralpanel 213 can include about 33% to about 90% volume fraction of Al₂O₃and/or graphene or SiO₂ with at least about 5% to about 30% volumefraction of Al₂O₃. Structural panel 213 can have a tensile strength ofabout 30 ksi to about 2,000 ksi, a bearing strength of about 50 ksi ormore, a modulus of about 3 msi to about 30 msi, and/or a glasstransition temperature (Tg) of about 100° F. or more. Tensile strengthof structural panel 213 can be measured, for example, using ASTM-D3039and bearing strength can be measured, for example, using ASTM-D5961. Tominimize material property mismatch, structural panel 213 can have acoefficient of thermal expansion of about 5 to about 20 ppm in/in/° F.Structural panel 213 can have a von Mises stress of about 10 ksi toabout 200 ksi. The von Mises stress can be determined, for example,using Abaqus FEA software available from Dassault Systèmes (Johnstown,R.I.).

FIG. 5 depicts a cross sectional view of a window assembly 510 mountedin an aircraft in accordance with the teachings of the presentdisclosure. Window assembly 510 includes a protection panel 511 and astructural panel 513. Window assembly 510 is mounted to an aircraft skin590, for example forming a fuselage, without use of a frame, forexample, using one or more fasteners 585 and/or adhesive to attachstructural panel 513 to aircraft skin 590. Structural panel can includea tapered edge 514 having an angle of about 12 to about 90 degrees.Tapered edge 514 minimizes local stress at and near edges of structuralpanel 513. Protection panel 511 can be sized to fit into a cutout inaircraft skin 590. Additionally, protection panel 511 can include atapered edge 512 having an angle of about 30 to about 80 degrees.Tapered edge 512 allows window assembly 510 to attach and seal securelyto aircraft skin 590. Because aircraft skin 590 has a curved surface,window assembly 510 can have a convex shape and a radius of curvature Rto match aircraft skin 590. Both protection panel 511 and structuralpanel 513 have a polygon shape with multiple edges connected by a radiusarc r_(c) of at least 0.25 inches. To enable mounting to aircraft skin590 without a frame, a distance 519 from edge 512 to edge 514 can be0.375 inches or more.

Window assembly 510 can optionally include an electronic shade 599, forexample, a smart sensor based electronic shade, to reduce the amount oflight that reaches the interior of the aircraft through window assembly510. Electronic shade 599 can be made of electrochromic glass layersdeposited onto an inside 515 of window assembly 510 or self-stickingelectrochromic films attached to inside 515 of window assembly 510.Electronic shade 599 can be controlled by smart light sensors 516 toreduce or increase an amount of sunlight entering through windowassembly 510, for example, by turning from clear to dark blue or gray toreduce the amount of sunlight.

A method 600 for forming window assembly 510 by depositing a pluralityof nanolaminated layers is shown in FIG. 6 . Each of the plurality ofnanolaminated layers can be deposited using vacuum vapor depositionalprocesses including, but not limited to, physical vapor deposition(PVD), chemical vapor deposition (CVD), pulsed laser deposition (PLD),and/or vacuum spraying.

A structural panel, for example, structural panel 213 shown in FIGS. 2and 3 or structural panel 513 shown in FIG. 5 , can be formed bydeposing a plurality of nanolaminated layers to form a bottom surfaceprotection layer, one or more structural layers, and a transparentconductive coating (TCC) layer.

At 610 of method 600, a bottom surface protection layer is formed bydepositing a first reinforcement layer comprising one or more layers ofAl₂O₃, one or more layers of graphene, or one or more layers of Al₂O₃and graphene. At 620 of method 600, a first transparent polymer layercomprising a thermoplastic material is then deposited on the firstreinforcement layer.

At 630 of method 600, one or more structural layers can be formed on thebottom surface protection layer by depositing a second reinforcementlayer comprising one or more layers of Al₂O₃, one or more layers ofgraphene, one or more layers SiO₂, or a combination thereof, on thebottom surface protection layer. A second transparent polymer layercomprising a thermoplastic material can be deposited on the secondreinforcement layer at 640 of method 600. A third reinforcement layercomprising one or more layers of Al₂O₃, one or more layers of graphene,or one or more layers of Al₂O₃ and graphene can be deposited on thesecond transparent polymer layer at 650 of method 600. Additionalstructural layers can be formed by repeating 630 to 650 of method 600shown in FIG. 6 .

At 660 of method 600, a transparent conductive coating layer comprisingone or more of ITO and graphene on the third reinforcement layer isformed on the third reinforcement layer.

A protection panel, for example protection panel 211 as shown in FIGS. 2and 3 or protection panel 511 shown in FIG. 5 can then formed on thestructural panel.

At 670 of method 600, a surface barrier layer is formed by depositing athird transparent polymer layer comprising a thermoplastic material onthe transparent conductive coating layer. At 680 of method 600, a fourthreinforcement layer comprising one or more layers of Al₂O₃, one or morelayers of graphene, or one or more layers of Al₂O₃ and graphene isdeposited on the third transparent polymer layer. Additional surfacebarrier layers can be formed by repeating 670 to 680 of method 600.

The protection panel is completed by depositing an electromagneticeffect coating on the fourth reinforcement layer as shown at 690 ofmethod 600.

One of ordinary skill in the art will understand that fabrication of onepiece multifunction window assembly 510 using method 600 can beaccomplished by forming the structural panel after forming theprotection panel. In other words, 670 to 690 of method 600 can beperformed prior 630 to 660 of method 600 being performed. Furthermore,fabrication of the structural panel and/or protection panel can be in apiecemeal manner. In other words, a first group of several layers can bedeposited and a second group of several layers can be separatelydeposited. The first group of layers can then be bonded to the secondgroup of layers. For example, a first structural layer composed of afirst group of layers can be formed by performing 630 to 650 of method600 shown in FIG. 6 . A second structural layer composed of a secondgroup of layers can then be separately formed by performing 630 to 650of method 600. The first structural layer and the second structurallayer can then be bonded together to form a portion of a structuralpanel, for example, structural panel 513 shown in FIG. 5 . Bonding canuse, for example, glue that has a similar transparency and a similar orhigher glass transition temperature Tg compared to the transparentthermoplastic material forming the structural panel and/or theprotection panel.

Using method 600 to form one piece multifunction window assembly 510allows the number of layers, the placement of the layers relative toeach other, the composition of the layers, and the thickness of thelayers to be controlled. This can result in improved properties,including isotropic stiffness and strength and reduced defects that canbe tailored for specific use and environments. Additionally, method 600can be used to form net-shape or near net shape window assemblies ofdesired dimensions, so no pre-trimming or post-trimming is needed.

While the present teachings have been illustrated with respect to one ormore implementations, alterations and/or modifications can be made tothe illustrated examples without departing from the spirit and scope ofthe appended claims. For example, it will be appreciated that while theprocess is described as a series of acts or events, the presentteachings are not limited by the ordering of such acts or events. Someacts may occur in different orders and/or concurrently with other actsor events apart from those described herein. For example, steps of themethods have been described as first, second, third, etc. As usedherein, these terms refer only to relative order with respect to eachother, e.g., first occurs before second. Also, not all process stagesmay be required to implement a methodology in accordance with one ormore aspects or implementations of the present teachings. It will beappreciated that structural components and/or processing stages can beadded or existing structural components and/or processing stages can beremoved or modified. Further, one or more of the acts depicted hereinmay be carried out in one or more separate acts and/or phases.Furthermore, to the extent that the terms “including,” “includes,”“having,” “has,” “with,” or variants thereof are used in either thedetailed description and the claims, such terms are intended to beinclusive in a manner similar to the term “comprising.” The term “atleast one of” is used to mean one or more of the listed items can beselected. As used herein, the term “one or more of” with respect to alisting of items such as, for example, A and B, means A alone, B alone,or A and B. The term “at least one of” is used to mean one or more ofthe listed items can be selected. Further, in the discussion and claimsherein, the term “on” used with respect to two materials, one “on” theother, means at least some contact between the materials, while “over”means the materials are in proximity, but possibly with one or moreadditional intervening materials such that contact is possible but notrequired. Neither “on” nor “over” implies any directionality as usedherein. The term “about” indicates that the value listed may be somewhataltered, as long as the alteration does not result in nonconformance ofthe process or structure to the illustrated implementation. Finally,“exemplary” indicates the description is used as an example, rather thanimplying that it is an ideal. Other implementations of the presentteachings will be apparent to those skilled in the art fromconsideration of the specification and practice of the disclosureherein. It is intended that the specification and examples be consideredas exemplary only, with a true scope and spirit of the present teachingsbeing indicated by the following claims.

What is claimed is:
 1. A method for producing a window assembly, themethod comprising: producing a structural panel comprising: depositingone or more structural reinforcement layers, wherein each of the one ormore structural reinforcement layers comprises a plurality ofnanolaminated layers, and wherein the nanolaminated layers compriseAl₂O₃, SiO₂, graphene, or a combination thereof; and depositing astructural transparent polymer layer on the one or more structuralreinforcement layers, wherein the structural transparent polymer layercomprises a transparent thermoplastic material.
 2. The method of claim1, wherein the structural panel comprises: a tensile stress of about 30ksi to about 2,000 ksi; a bearing strength of about 50 ksi or more; amodulus of about 3 msi to about 30 msi; a glass transition temperature(Tg) of about 100° F. or more; and a coefficient of thermal expansion ofabout 5 to about 20 ppm in/in/° F.
 3. The method of claim 1, wherein thestructural panel and has a thickness of about 0.04 to about 0.60 inches.4. The method of claim 1, wherein an edge of the structural panel mountsthe window assembly directly to a vehicle to provide load bearingcapability without a window frame.
 5. The method of claim 1, wherein theedge of the structural panel comprises a tapered edge having an anglethat is less than 90 degrees.
 6. The method of claim 1, furthercomprising: producing a protection panel comprising: depositing asurface barrier transparent polymer layer onto the structural panel,wherein the surface barrier transparent polymer layer comprises atransparent thermoplastic material; and depositing a surface barrierreinforcement layer onto the surface barrier transparent polymer layer,wherein the surface barrier reinforcement layer comprises a plurality ofnanolaminated layers, and wherein the nanolaminated layers comprisecarbon nanotubes, indium tin oxide with graphene, or a combinationthereof.
 7. The method of claim 6, wherein an edge of the structuralpanel extends beyond an edge of the protection panel.
 8. The method ofclaim 6, wherein producing the structural panel further comprisesdepositing a transparent conductive coating layer on the one or morestructural reinforcement layers, and wherein the surface barriertransparent polymer layer is deposited onto the transparent conductivecoating layer.
 9. The method of claim 6, wherein the protection panelprovides resistance to electromagnetic effect, icing, and corrosion. 10.The method of claim 6, wherein the protection panel is sized to fit in acutout of an aircraft skin, and wherein a portion of the structuralpanel that extends beyond an edge of the protection panel comprises adistance of 0.375 inches or more and is configured to attach directly tothe aircraft skin.
 11. The method of claim 6, wherein the protectionpanel has a thickness of about 0.05 to about 0.80 inches.
 12. The methodof claim 6, wherein an edge of the protection panel comprises a taperededge having an angle of 30 to 80 degrees.
 13. The method of claim 6,further comprising depositing an electromagnetic effect coating on theprotection panel.
 14. A method for assembling a vehicle, the methodcomprising: mounting a window assembly to the vehicle, wherein thewindow assembly comprises: a protection panel comprising: a surfacebarrier transparent polymer layer comprising a transparent thermoplasticmaterial; and a surface barrier reinforcement layer formed of aplurality of nanolaminated layers disposed on the surface barriertransparent polymer layer, wherein the nanolaminated layers comprise oneof carbon nanotubes, indium tin oxide with graphene, or combinationsthereof; and a structural panel disposed on the protection panel, thestructural panel comprising: a structural transparent polymer layercomprising a transparent thermoplastic material; and one or morestructural reinforcement layers disposed on the structural transparentpolymer layer, wherein each of the one or more structural reinforcementlayers comprise a plurality of nanolaminated layers, the nanolaminatedlayers comprising Al₂O₃, SiO₂, graphene, or combinations thereof. 15.The method of claim 14, wherein the structural panel includes astructural panel edge that extends beyond a protection panel edge. 16.The method of claim 15, wherein the vehicle comprises an aircraft, andwherein the structural panel edge mounts the window assembly directly tothe aircraft to provide load bearing capability without a window frame.17. The method of claim 15, wherein the structural panel edge comprisesa tapered edge having an angle that is less than 90 degrees.
 18. Themethod of claim 15, wherein the protection panel edge comprises atapered edge having an angle of 30 to 80 degrees.
 19. The method ofclaim 14, wherein the structural panel has a tensile stress of about 30ksi to about 2,000 ksi to bear a structural load when mounted directlyto the vehicle without a window frame, and wherein the window assemblyhas a transmissivity of about 45% to about 99% to visible light.
 20. Amethod for producing a window assembly, the method comprising: producinga protection panel comprising a protection panel edge; and coupling astructural panel to the protection panel, wherein the structural panelcomprises a plurality of nanolaminated layers, and wherein each of theplurality of nanolaminated layers has a thickness in a range from 20 nmto 1,000 nm, wherein the structural panel has a tensile stress of about30 ksi to about 2,000 ksi to bear a structural load when mounteddirectly to a vehicle without a window frame, and wherein the windowassembly has a transmissivity of about 45% to about 99% to visiblelight.